Galley Plug instructions - Type 4 aero conversion
Posted: Tue Nov 25, 2008 7:25 am
Hi there,
This is my first post on this forum, just joined yesterday!
I am building a new engine for my plane based on the 2000cc air cooled VW type 4 engine, with an aero conversion.
The engine is basically as follows.
• VW 2.0L block, Bored to accept the Mahle cylinders, fitted with new propeller hub bearing in nose of case, all oil plugs drilled, taped and fitted with brass NPT threaded plugs.
• VW 2.0L “71mm” crank, machined to accept the propeller hub.
• VW 2.0L connecting rods, resized, re-bushed and balanced to - - - - - - - - - - - -Big ends: (1-4) = 547.7 grams, Small ends (2&4) = 257.6, 1 = 257.5, 3 = 257.4 grams. Overall 2 = 805.4, 4 = 805.3, 1 = 805.3, 3 = 805.1 grams
• Big-end bearing “new” STD size
• Main bearings “new” +0.010”
• VW 2.0L flywheel, lightened to 2.732 Kilogram
• Porsche 914 cylinder heads
• Cylinder Heads machined for twin spark plugs (second plugs 10mm)
• Cylinder Heads = chamber capacity matched at = 58cc.
• Inlet Valves = 42mm, Intervalves (VW 2.0L – Porsche 914) Part # 039-109-601-G. (sourced from “Pelican Parts”)
• Exhaust Valves = 36mm Sodium Filled, Intervalves (VW 2.0L – Porsche 914) Part # 039-109-611L-M154. (sourced from “Pelican Parts”)
• New valve collets. (sourced from “Pelican Parts”)
• Heavy duty valve springs. (sourced from “Pelican Parts”)
• Rocker Shafts= New heavy duty # 8216 (sourced from “The Type IV Store”)
• Rocker Spacer Kit # 8220 (sourced from “The Type IV Store”)
• Cylinders = Mahle cast aluminum. (Nikasil re-plated)
• Pistons = JE Pistons, custom made 100mm, (using the Mahle pistons that were used with the original piston & cylinders as a pattern) piston crown machined with a dish of 80 x 1.5mm (all checked @ 8.4cc)
• Pistons balanced. (Pistons and matching pins balanced to 1 = 597.2. – 2,3&4 = 597.4 grams.
• Piston Rings = JE Pistons, 100mm (Porsche) Part # J660U1-3937 “ bore 3.937” Phosphate 1.5 x 1.75 x 3.0.
• Cam = WebCam, grind 73. (sourced from “Aircooled.net”)
• Cam followers = WebCam, High performance “solid” Part # 00-263 (sourced from “Cyberauto”)
• Cam Gear = Scat, Type 4 Bolt-on Aluminum cam gear – STD. Part # 20171STD. (sourced from “Aircooled.net”)
• Cam Bearings = Mahle original, double thrust Part # VW021.198.541. (sourced from “The Type IV Store” Part number # 4312)
• Oil Pump = Schadek, 30mm. (blueprinted and case oil galleries ported to match pump. (sourced from “Aircooled.net”)
• New oil pump cover and cover nuts (sourced from “Aircooled.net”)
• Oil Pump fitted with a 2mm aluminum spacer between pump and oil pump (gives better clearance between oil pump and cam bolts and better lines up pump and case oil galleries).
• Cylinder shims machined 2 x 0.25mm and 2 x 0.45mm to give a deck height of 0.93mm.
• Static compression ratio set at 8.561 – 1.
• Pushrods = Manton Chromoly 3/8” (sourced from “Aircooled.net”)
• Ignition is by two fully electronic, fully independent units, each firing its own set of plugs (no distributor at all) with 28 degrees of advance at 3,000 RPM
• Induction is normal atmospheric via a simple slide type aero-carb. (Mounted UNDER the engine!)
I would be happy to post some pictures if anyone is interested?
Cheers..
This is my first post on this forum, just joined yesterday!
I am building a new engine for my plane based on the 2000cc air cooled VW type 4 engine, with an aero conversion.
The engine is basically as follows.
• VW 2.0L block, Bored to accept the Mahle cylinders, fitted with new propeller hub bearing in nose of case, all oil plugs drilled, taped and fitted with brass NPT threaded plugs.
• VW 2.0L “71mm” crank, machined to accept the propeller hub.
• VW 2.0L connecting rods, resized, re-bushed and balanced to - - - - - - - - - - - -Big ends: (1-4) = 547.7 grams, Small ends (2&4) = 257.6, 1 = 257.5, 3 = 257.4 grams. Overall 2 = 805.4, 4 = 805.3, 1 = 805.3, 3 = 805.1 grams
• Big-end bearing “new” STD size
• Main bearings “new” +0.010”
• VW 2.0L flywheel, lightened to 2.732 Kilogram
• Porsche 914 cylinder heads
• Cylinder Heads machined for twin spark plugs (second plugs 10mm)
• Cylinder Heads = chamber capacity matched at = 58cc.
• Inlet Valves = 42mm, Intervalves (VW 2.0L – Porsche 914) Part # 039-109-601-G. (sourced from “Pelican Parts”)
• Exhaust Valves = 36mm Sodium Filled, Intervalves (VW 2.0L – Porsche 914) Part # 039-109-611L-M154. (sourced from “Pelican Parts”)
• New valve collets. (sourced from “Pelican Parts”)
• Heavy duty valve springs. (sourced from “Pelican Parts”)
• Rocker Shafts= New heavy duty # 8216 (sourced from “The Type IV Store”)
• Rocker Spacer Kit # 8220 (sourced from “The Type IV Store”)
• Cylinders = Mahle cast aluminum. (Nikasil re-plated)
• Pistons = JE Pistons, custom made 100mm, (using the Mahle pistons that were used with the original piston & cylinders as a pattern) piston crown machined with a dish of 80 x 1.5mm (all checked @ 8.4cc)
• Pistons balanced. (Pistons and matching pins balanced to 1 = 597.2. – 2,3&4 = 597.4 grams.
• Piston Rings = JE Pistons, 100mm (Porsche) Part # J660U1-3937 “ bore 3.937” Phosphate 1.5 x 1.75 x 3.0.
• Cam = WebCam, grind 73. (sourced from “Aircooled.net”)
• Cam followers = WebCam, High performance “solid” Part # 00-263 (sourced from “Cyberauto”)
• Cam Gear = Scat, Type 4 Bolt-on Aluminum cam gear – STD. Part # 20171STD. (sourced from “Aircooled.net”)
• Cam Bearings = Mahle original, double thrust Part # VW021.198.541. (sourced from “The Type IV Store” Part number # 4312)
• Oil Pump = Schadek, 30mm. (blueprinted and case oil galleries ported to match pump. (sourced from “Aircooled.net”)
• New oil pump cover and cover nuts (sourced from “Aircooled.net”)
• Oil Pump fitted with a 2mm aluminum spacer between pump and oil pump (gives better clearance between oil pump and cam bolts and better lines up pump and case oil galleries).
• Cylinder shims machined 2 x 0.25mm and 2 x 0.45mm to give a deck height of 0.93mm.
• Static compression ratio set at 8.561 – 1.
• Pushrods = Manton Chromoly 3/8” (sourced from “Aircooled.net”)
• Ignition is by two fully electronic, fully independent units, each firing its own set of plugs (no distributor at all) with 28 degrees of advance at 3,000 RPM
• Induction is normal atmospheric via a simple slide type aero-carb. (Mounted UNDER the engine!)
I would be happy to post some pictures if anyone is interested?
Cheers..